Railway switch for vignoles rails

ABSTRACT

An improvement for a railway switch for vignoles rails of the type comprising a frog tip and wing rails arranged for swinging movement, one of the wing rails engaging the frop tip in the respective end positions and being maintained in engagement with the frog tip by movable supporting members supporting the wing rail in direction to the rail axis and being connected with the railway sleepers and preferably acting on the rail web, the improvement being that the supporting members are supported independently on the actuating means for the wing rails and rested on sliding plates connected to the sleepers.

United States Patent [191 Lindner RAILWAY SWITCH FOR VIGNOLES RAILS [75] Inventor: Hannes Lindner, Leoben, Austria [73] Assignee: Oesterreichisch-Alpine Montangesellschaft, Vienna, Austria [22] Filed: r Sept. 21, 1972 [21] Appl. No.: 291,076

[30] Foreign Application Priority Data Sept. 21, I971 Austria 8186/71 [56] References Cited UNITED STATES PATENTS Hewes 246/435 R Brown 246/453 June 25, 1974 3,099,427 7/1963 Brown 246/435 R Primary Examiner-M. Henson Wood, Jr. Assistant Examiner-Richard A. Bertsch Attorney, Agent, or FirmHo1man & Stern [5 7] ABSTRACT An improvement for a railway switch for vignoles rails of the type comprising a frog tip and wing rails arranged for swinging movement, one of the wing rails engaging the frop tip in the respective end positions and being maintained in engagement with the frog tip by movable supporting members supporting the wing rail in direction to the rail axis and being connected with the railway sleepers and preferably acting on the rail web, the improvement being that the supporting members are supported independently on the actuating means for the wing rails and rested on sliding plates connected to the sleepers.

16 Claims, 4 Drawing Figures iATENTED 2 5 I974 SHEET 1 Bi 3 RAILWAY SWITCH FOR VIGNOLES RAILS BACKGROUND OF THE INVENTION Railway switches for Vignoless rails comprise a socalled frog which is essentially composed of two wing rails, a frog tip, two connecting rails and various braces. These components are rigidly connected by screws, noting that the various braces provide the correct distance between wing rail and frog tip so as to warrant correct passage of the wheel flanges of the rails of a railway vehicle. The running edge of the rails is interrupted in the area of the frog tip. For forcing the wheel pairs in the desired direction of travel and for preventing the frog tip from becoming damaged so-called check rails are arranged adjacent the outer rails, said check rails pulling away the wheels from the frog tip and thereby exerting a so-called shock which in turn impairs the comfort of passengers.

There exists the possibility to avoid any interruption of the running edge of the rail at the area between wing rail and frog tip by providing movable wing rails. ln known arrangements, such movable wing rails are kept engaging the frog tip by a locking means but are unprotected against the influence of laterally acting pushing forces between, seen in direction to the beginning of the switch, said locking means and the point of fixation of the wing rail, so that it becomes necessary to provide check rails over the whole longitudinal extension of the movable wing rails and the frog tip for supporting said laterally acting pushing forces. The drawbacks which are accompanying check rails and which become apparent in a reduced comfort of travel have already been mentioned. It has been proposed to support such movable wing rails in their end position, i.e., in the position in which they engage the frog tip, by means of supporting members in direction of the longitudinal axis of the rail. According to this known proposal said supporting members simultaneously act as actuating means for the wing rails. Such supporting members have the form of wedges which can be slidingly moved in longitudinal direction of the rail and are adapted to move the wing rail into engagement with the frog tip when being slidingly moved. Such a construction requires unduly great actuating forces in view of the extensive friction areas which never can be sufficiently lubricated. ln case of wear of the individual parts, engagement of the wing rail on the frog tip is not more warranted and the wing rail is insufficiently secured in its frog tip engaging position. Such constructions, therefore, have not proved and, furthermore, are not suitable considering modern railway traffic.

SUMMARY OF THE lNVENTlON The invention now refers to a railway switch for Vignoles's rails comprising a frog tip and wing rails arranged for swinging movement. noting that in the end positions one of saidwing rails is engaging the .frog tip and supported in itsposition in direction to the rail axis by movable supporting members being connected with the railway sleepers and, preferably, acting on the rail web. lt is an object of the invention to avoid the drawbacks of known railway switches of the kind described and, correspondingly, the invention essentially consists in that the supporting membersare supported independently on the actuating means for the wing rails and rested on sliding plates connected to the sleepers and, preferably, moved with a phase-shift relative to the ad justment movement of the rails. In view of the supporting members being rested on the sliding plates connected to the sleepers, the respective forces are transmitted directly into the sliding plate so that the wing rails are firmly supported in a reliable manner. In view of the fact that the supporting members do not constitute the actuating means for the wing rails and are supported independently on said actuating means, adjustment of the wing rails can be effected by using a well proved actuating means and locking of the wing rails in their operating position can be effected by said actuating means independently on supporting the wing rails by said supporting members. However, it represents an essential advantage of a construction according to the invention that adjusting movement of the supporting members can be effected with a phase-shift relative to the adjustment movement of the wing rails so that the supporting members are supporting a wing rail already engaging the frog tip and are releasing this wing rail as soon as this wing rail is to be brought out of engagement with the front tip by the actuating means.

The present invention is of particular advantage for a railway switch for Vignoless rails in which the wing rails are actuated, e.g., by means of a brace tip lock, with a phase shift such that the wing rail being spaced from the frog tip is moved prior to the wing rail just contacting the frog tip. In such a railway switch, with which the present invention is particularly concerned, the arrangement is, according to the invention, such that the supporting members provided for supporting one of both wing rails are coupled to the supporting members provided for supporting the other of both wing rails. In this manner, during swinging movement of the wing rails the respective supporting members are automatically brought into their supporting position without necessitating an additional actuating means. Conveniently, several supporting members are distributed over that longitudinal distance of the wing rails within which these wing rails are movable. With this arrangement the wing rail just carrying the wheel load is reliably supported in lateral direction so that to this wing rail laterally acting forces may be transmitted as can be transmitted to the normal rail within the track.

According to a preferred embodiment of the invention the supporting members are formed by levers pivotably connected to the sleepers or, respectively, to sliding plates connected to the sleepers. When being in supporting position, these levers assume a self-locking position, being, for example, in self-locking position directed perpendicular to the longitudinal direction of the rail. Thereby the advantage isobtained that the actuating links are completely relieved of load in operating position. According to the invention preferably all supporting members cooperating with'one of both wing rails are coupled with one another by means of actuating links for being moved in the same sense.

According to a further embodiment of the invention, for each of bothwingrails at least one supportingmember, preferably the supporting member nearest at hand the frog tip is formed as a two-arm lever, one arm of which is supporting the wing rail and the other arm of which is coupled to the other wing rail via a coupling member.

BRIEF DESCRIPTION OF THE DRAWINGS The invention is further illustrated with reference to the accompanying drawing in which an embodiment according to the invention is illustrated.

FIG. 1 represents a top-plan view of the frog area of a railway switch;

FIG. 2 illustrates a section along line Il-II of FIG. 1;

FIG. 3 represents a section along line lIIIII of FIG. 1; and

FIG. 4 illustrates the arrangement of rails within a railway switch according to the invention.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS The stationarily arranged frog tip has the reference numeral 1 and the movable wing rails have the reference numerals 2 and 3. In the position shown in FIG. I, the wing rail 2 is engaging the frog tip 1 and is, therefore, in the position to support rolling wheels. When switching over the railway switch from one position into the other a push rod 4 or a so-called brace tip lock is correspondinglymoved. This brace tip lock consists of said push rod 4, the locking members 5 and, respectively, 6 and the locking braces 7 and, respectively, 8 which are pivotally connected to the wing rails 2 and, respectively, 3 by means of bolts 9 and, respectively, 10. I

In the position shown in FIG. 1, locking brace 8 is engaging a recess 12 provided in push rod 4. The locking brace 8 is maintained within the recess 12 of push rod 4 by the locking member 6. When moving push rod 4 in direction of arrow 11, wing rail 3 is moved in direction of arrow 11 by means of locking brace 8 and bolt until locking brace 8 emerges from locking member 6 and is forced out of recess 12, as is shown for locking brace 7. During this adjustment movement wing rail 3 is brought into contact with frog tip 1. While moving wing rail 3, the dove-tailed head of locking brace 7 is entering the recess l3 of push rod 4 and finally assumes a position in which the head of locking brace 7 can be drawn into the locking member 5. On still further movement, wing rail 2 is lifted from frog tip I by means of bolt 9. At this moment, both wing rails are moved simultaneously in direction of arrow ll. Thus, when switching over the railway switch, the wing rails are moved with a phase-shift such that the wing'rail being distant from the frog tip (the wing rail 3 in the drawing) is moved leadingly relative to the wing rail being in engagement with frog tip 1 (wing rail 2 in the drawing).

On the sleepers l4, sliding plates l5 and 15' are fixed and arranged for slidingly supporting the wing rails 2 and 3 during adjusting movement thereof. Cylindrical sockets and, respectively, pivot pins 16 and 17 are welded to sliding plate 15, two-arm levers l8, l9 and, respectively, 20, 21 being arranged for pivotal movement on said pivot pins. A coupling member 23 is pivotally connected to lever arm 19 at 22 and furthemiore pivotally connected to the rail base 25 of wing rail 3 by means of a connecting pin 24. A coupling member 27 is pivotally connected to lever arm 21 at 26 and pivot ally connected to the rail base 29 of wing rail 2 by means of a connecting pin 28. The other lever arms 18 and are representing the supporting members. Pivot pins and, respectively, cylindrical sockets 29 and, respectively, 30 are welded to sliding plates 15' and single-arm levers 31 and, respectively, 32 are pivotally supported by said pivot pins. Said levers 31 and, re-

spectively, 32 equally represent supporting members.

Levers 31 are mutually connected by a coupling rod 33, while levers 32 are connected by a coupling rod 34. Connecting rods 37 and, respectively, 38 are pivotally connected to these coupling rods at 35 and, respectively, 36 and furthermore connected at 39 and, respectively, 40 to levers l8 and, respectively, 20.

Operation is as follows.

In the position shown in FIG. 1, wing rail 2 is contacting frog tip 1 and is in the position to carry passing wheels. In the position shown lever 18 and all levers 31 assume an approximately perpendicular position relative to the longitudinal direction of the wing rail and are supporting this wing rail in direction to frog tip 1. The lever 18 and the levers 31 are assuming a selflocking position so that the supporting forces are transmitted to the pivot pins 16 and 29 whereas the actuating links are substantially completely relieved of any load. In the position shown, wing rail 2 is reliably supported against laterally acting forces.

When moving push rod 4 in direction of arrow 11, wing rail 3 is moved in direction to frog tip 1 while wing rail 2 is still unmoved. During this movement, two-arm lever l8, 19 is rotated in clock-wise direction by means of coupling member 23 and releasing wing rail 2. Likewise, levers 31 are rotated in clock-wise direction by means of connecting rod 37 and coupling rod 33 and, therewith, equally releasing wing rail 2. On further movement of push rod 4, wing rail 2, now being released by levers 18 and 31, is lifted off the frog tip 1. Two-arm lever 20, 21 being coupled via coupling member 27 to wing rail 2 is rotated during movement of wing rail 2 in counter-clockwise direction until lever arm 20 assumes a position in which this lever arm has a direction approximately perpendicular to the longitudinal direction of the wing rail and in which this lever arm is supporting wing rail 3 in direction to frog tip 1. Simultaneously, levers 32 are rotated in counterclockwise direction under the influence of connecting rod 38 and coupling rod 34 into their supporting position in which these levers 32 assume a position perpendicular relative to the longitudinal direction of the wing rail. In this position, wing rail 3 is supported against laterally acting forces and secured in its engagement position on frog tip 1.

When switching over the railway switch shown by moving push rod 4 in a direction opposed to the direction of arrow 11, analogous movements take place in opposed direction until the supporting members 18, 31 and 20, 32 again assume the position shown in the drawing.

As is shown in the drawing, levers 18, 31 and 20, 32 are acting on the rail web, and the connecting rods 37 and, respectively, 38 as well as the coupling rods 33 and, respectively, 34 are pivotally supported at a level above these levers. This provides the advantage that the connecting rods, the coupling rods and also the levers are arranged as high as possible so that they can not be blocked by snow and ice. Coupling rods 33 and 34 are pivotally connected to levers 31 and, respectively, 32 near the free ends thereof, so that the cou pling rods 33 and 34 are located close to the rails and do not representan obstacle when effecting maintainance work by using track packing machines.

The pivot pins 39 and 40 (FIG. 2) are rigidly connected to connecting rods 37 and 38 and pivotally guided in eyes provided in levers l8 and 20.

The coupling rods 33 and, respectively, 34 are connected with levers'3l and, respectively, 32 by pivot pins 41 and, respectively, 42. The heads 43 and, respectively, 44 of these pivot pins are formed by plate members which are clamped between threaded nuts 45 and, respectively, 46 (FIG. 3). For this purpose, threaded members 47 and, respectively, 48 are welded into coupling rod 33 and, respectively, 34. In this manner, an exact adjustment of the position of levers 31 and, respectively, 32 is made possible. Pivot pins 16 and 29 and, respectively 17 and 30, as well as pivot pins 39 and 48 and, respectively 40 and 42 may be pivotally supported in prestressed bushings of synthetic resin material so that no maintainance work is necessary.

By means of the supporting members, the wing rails are supported in lateral direction. Additionally, there may be provided abutting ridges 49 which overlap opposing sides of the rail bases 25 and 29 of the wing rails and are welded to sliding plate 16.

For the purpose of better illustration, FIG. 4 shows the arrangement of the rails within the area of a railway switch according to the invention and the frog and frog tip of this railway switch. The wing rails 2 and 3 can be brought in engagement with the frog tip 1 in accordance with the requirements. In FIG. 4, wing rail 2 is in engagement with frog tip 1 as is illustrated also in F IG. 1. In this position track A can be passed by railway vehicles. If wing rail 2 is lifted off the frog tip 1 and wing rail 3 is brought into engagement with frog tip 1 track B can be passed by railway vehicles.

lf railway vehicles are passing the track A and, therewith, wing rail 2 the road pressure is acting on wing rail 2 in direction of arrow A. If track B and, therewith, wing rail 3 is passed by railway vehicles, the road pressure is acting in direction of arrow B. The road pressure acting in direction of arrow A is counteracted by levers 31, whereas the road pressure acting in direction of arrow B is counteracted by levers 32. Levers 31 and 32 and the cooperating links are not shown in FIG. 4, which represents the single parts in a too strongly reduced scale.

The switch tongues 50 and 51 are switched over from one position into the other in usual manner. Switching over of the switch tongues 50 and 51 may be effected by a separate actuating means. However, if desired, the actuating means for the switch tongues 50 and 51 may be coupled by means of links not shown with the actuating means for the wing rails 2 and 3, the latter actuating means having been described in connection with FIGS. 1, 2 and 3.

What! claim is:

1. in a railway switch for Vignoles rails comprising a frog tip and wing rails arranged for swinging movement, one of said wing rails engaging the frog tip in the respective end positions and being maintained in engagement with the frog tip by movable supporting members supporting the wing rail in direction to the rail axis and being connected with the railway sleepers and. preferably, acting on the rail web, the improvement wherein the supporting members are supported independently on the actuating means for the wing rails and rested on sliding plates connected to the sleepers.

2. Railway switch as claimed in claim 1 in which the wing rails are actuated by a brace tip lock, with a phase-shift such that the wing rail being spaced from the frog tip is moved leadingly relative to the wing rail just contacting the frog tip, and wherein the supporting members provided for supporting one of both wing rails are coupled to the supporting members provided for supporting the other of both wing rails.

3. Railway switch as claimed in claim 1, wherein opposing sides of the rail bases of the wing rails are overlapped by an abutment ridge connected to the sleeper and, respectively, to a sliding plate connected to the sleeper.

4. Railway switch as claimed in claim 1, wherein the supporting members are moved with a phase-shift relative to the adjustment movement of the wing rails.

5. Railway switch as claimed in claim 1, wherein the supporting members are formed by levers pivotally connected to the railway sleepers and, respectively, to sliding plates connected to the railway sleepers.

6. Railway switch as claimed in claim 5 wherein the pivot pins of said levers are formed by sockets welded to the sliding plates.

7. Railway switch as claimed in claim 5, wherein said levers assume in supporting position a self-locking position.

8. Railway switch as claimed in claim 13, wherein said levers are directed perpendicularly with respect to the longitudinal axis of the rail in the self-locking position.

9. Railway switch as claimed in claim 1, wherein for each wing rail at least one supporting member is a twoann lever, one arm of which is supporting the wing rail and the other arm of which is coupled to the other wing rail by means of a coupling member.

10. Railway switch as claimed in claim 9, wherein the coupling member is arranged below the wing rails and pivotally connected to the rail base of the other wing rail.

11. Railway switch as claimed in claim 9 wherein said at least one supporting member is the supporting member next to the frog tip.

12. Railway switch as claimed in claim 9, wherein said two-arm lever is pivotally connected to a coupling rod by means of a connecting rod, said coupling rod having pivotally connected thereto all of the other levers cooperating with the associated wing rail.

13. Railway switch as claimed in claim 12, wherein the connecting rod and the coupling rod are arranged at a level above said levers.

14. Railway switch as claimed in claim 12, wherein the coupling rod is pivotally connected to the levers forming the supporting members at a position near the free end of the respective lever.

15. Railway switch as claimed in claim 12, wherein the pivot pins are rigidly connected with the coupling rod and, respectively, with the connecting rod and are engaging eyes provided in said levers.

16. Railway switch as claimed in claim 15, wherein the coupling rod is provided with a thread and the connecting bolts for said levers are adjustably fixed between nuts threadedly engaging the thread on the coupling rod.

i 4 I i 

1. In a railway switch for Vignoles'' rails comprising a frog tip and wing rails arranged for swinging movement, one of said wing rails engaging the frog tip in the respective end positions and being maintained in engagement with the frog tip by movable supporting members supporting the wing rail in direction to the rail axis and being connected with the railway sleepers and, preferably, acting on the rail web, the improvement wherein the supporting members are supported independently on the actuating means for the wing rails and rested on sliding plates connected to the sleepers.
 2. Railway switch as claimed in claim 1 in which the wing rails are actuated by a brace tip lock, with a phase-shift such that the wing rail being spaced from the frog tip is moved leadingly relative to the wing rail just contacting the frog tip, and wherein the supporting members provided for supporting one of both wing rails are coupled to the supporting members provided for supporting the other of both wing rails.
 3. Railway switch as claimed in claim 1, wherein opposing sides of the rail bases of the wing rails are overlapped by an abutment ridge connected to the sleeper and, respectively, to a sliding plate connected to the sleeper.
 4. Railway switch as claimed in claim 1, wherein the supporting members are moved with a phase-shift relative to the adjustment movement of the wing rails.
 5. Railway switch as claimed in claim 1, wherein the supporting members are formed by levers pivotally connected to the railway sleepers and, respectively, to sliding plates connected to the railway sleepers.
 6. Railway switch as claimed in claim 5 wherein the pivot pins of said levers are formed by sockets welded to the sliding plates.
 7. Railway switch as claimed in claim 5, wherein said levers assume in supporting position a self-locking position.
 8. Railway switch as claimed in claim 13, wherein said levers are directed perpendicularly with respect to the longitudinal axis of the rail in the self-locking position.
 9. Railway switch as claimed in claim 1, wherein for each wing rail at least one supporting member is a two-arm lever, one arm of which is supporting the wing rail and the other arm of which is coupled to the other wing rail by means of a coupling member.
 10. Railway switch as claimed in claim 9, wherein the coupling member is arranged below the wing rails and pivotally connected to the rail base of the other wing rail.
 11. Railway switch as claimed in claim 9 wherein sAid at least one supporting member is the supporting member next to the frog tip.
 12. Railway switch as claimed in claim 9, wherein said two-arm lever is pivotally connected to a coupling rod by means of a connecting rod, said coupling rod having pivotally connected thereto all of the other levers cooperating with the associated wing rail.
 13. Railway switch as claimed in claim 12, wherein the connecting rod and the coupling rod are arranged at a level above said levers.
 14. Railway switch as claimed in claim 12, wherein the coupling rod is pivotally connected to the levers forming the supporting members at a position near the free end of the respective lever.
 15. Railway switch as claimed in claim 12, wherein the pivot pins are rigidly connected with the coupling rod and, respectively, with the connecting rod and are engaging eyes provided in said levers.
 16. Railway switch as claimed in claim 15, wherein the coupling rod is provided with a thread and the connecting bolts for said levers are adjustably fixed between nuts threadedly engaging the thread on the coupling rod. 